Triple valve for air-brakes.



s. G. NEAL.

TRIPLE VALVE PQR Am BRAKBS.\ APPLICATION FILED MAR. 6, m11.

'1,012,695. A Paenabecamu,

3C! le 2 sums-SHEET 1.

.S. G. NEAL.

TRIPLE VALVE EOE AIR BRAKES. APPLIUATIWN FILED MAR. 6, 1911.

Patented Dec. 26, 1911.

2 SHEETS-SHEET 2.

' UNITED STATES PALEENT FFICE.

SPENCER Gr. NEAL, OF LOS ANGELES, CALIFORNIA, ASSIGNOR TOiCALIFORNIA VALVE AND AIR :BRAKE COMBANY, OF LOS ANGELES, CALIFORNIA, A CORPORATION OF CALIFORNIA.

TRIPLE VALVE FOR AIR-BRAKES.

. Specification of Letters Patent.

Patented Dec. 26', 1911.

Application led March 6,: 1911. Serial No. 612,655. l

An obJect of the present invention is to'v simplify the air braking apparatus described and claimed in Patent No. 961,320, issued jointly to Villiam H. Sheasby and myself, June 14, 1910.

This invention relates to triple valves for air brakes adapted to perform all the essential functions of the apparatus set forth in said patent by means of a much simpler' and less expensive construction.

Another object of this invention is to provide means which will adapt the valve for satisfactory use, in both quick emergency and service braking, on a car connected up with other cars when the latter are equipped with brakes of the automatic type operat ing according to the principles of t-he festinghouse and kindred braking systems.

In the braking apparatus patented to myself and 1V. H. Sheasby, above r'eferredto,

, and also in my co-pending application, Si'.

No. 565,616, filed June 7th, 1910, service braking may be satisfactorily performed in connection with -cars cont-rolled by other braking systems in general use, butin emergencybra-king the cars otherwise controlled apply the'brakes quicker and cause what is termed stretching or bunching of the train. By the present invention anattach-f ment is added to the valve which makes the quick'emergency feature of my valve Work in unison with that feature of otherwise -equipped cars in the same train.

`A further object'of the present invention is lto provide a triple valve still more sensitive to slight variations of air pressure, and having no slidevalves or other parts liable to become inoperativeby-reason of sticking, lack of lubrication, or presence of dirt. l Referring to the accompanying drawings, which illustrate the invent-ion, Figure 1 is a. side elevation partly broken; Fig. 2 is a. mid-section on line :r2 of Figs. 1 and 3; Fig. 3 is a.. broken top plan; Fig. 4 is a section online as* of Figs. 1 and 3; Fig. 5 is an enlarged transverse sect-ion on line m5 of Fig. 1. Fig. 6 is a section on line 0:6 of

Fig. 5; Fig. 7 is a sectional detail of Figs. 5 and 6 on a still larger scale.

Referring in detail to the drawings, the train pipe 1 leads into main train pipe chamber 2 through channel 1a of t-he main casting3. Above said chamber 2 and, sepa'- rated therefrom by the main abutmentor diaphragm 4, is an auxiliary chamber 5 in constant communication with the auxiliary reservoir (not shown) through the auxiliary' passage 6. In order thatsaid abutment 4 may operate valves hereinafter described,`

valve operating Ameans 7 are secured to the central portion thereof. Said valve operating means preferably consist of a hollowl piston rod 8, ivhiclris secured to said diaphragm by means of the flanged head'9, having a socket`- 11, into which the upper end of rod 8 screws, and a threaded extension 12 extending up through the diaphragm 4 and provided with follower 14 and nut 15.

Beneath the main train pipe chamber 2 and separated therefrom by cross wall 16, is a chamber 17 having a port 18 in constant communication with the outeratmosphere. Around the rod 8 is a stuffing box 19 to provide anair-tight fitting through Wall 16. The equalizing abutment 21 extends across the lower yside of chamber 17 to` separate said chamber from the equalizing chamber 22. The hollow piston rod 8 extends through and is secured to abutment 21 b v means of follower 23 and nut 24, which clamp said diaphragm against flange 25 with which said redis provided.

' Within the equalizing chamber 22 the lower endof hollow rod 8 is screwed into valve cage 26. Said valve cage and rod afford communication between said equalizing chamber and the train. pipe chamber 2, the hollow rod for this purpose being provided with a lateral port 27, which opens out into l the main train pipe chamber 2. The valve cage 26 forms a closed chamber, t-he outlet from which is controlled by a valve 28 having adownwardly extending stem 29 carry- .ing a plunger 31, slidable within -said valve cage, which in turn carries at itslower end an exhaust valve 32 that opens and closes a vent 33 with which the equalizing'chamber 22 is provided. Below the valve 28 are lateral passages 34 to afford .communication with the equalizing chamber when the valve 28 is open.

By this inventionan emergency'application of the brakes may be effected in a moderately quick manner or in a very suddenv mannen In making the more moderate application of the brakes, a gradual reduction 0f the train pipe pressure is made beyond that required for service braking. The quick emergency application is made by the usual quick reduction of train pipe pressure, as applied by braking systems of the Westinghouse type. The last mentioned feature of this invention is what is relied upon to adapt the same for use in a train of cars part of which are equipped` with brakes congency chamber. 60

trolled according to the principles of other v braking systems. I

l Referring now to the means for effecting the moderate emergency application of the brakes, an emergency abutment 35 separates v.2o

the emergency train pipe chamber 36 from the emergency brake cylinder chamber 37. Said abutment 35 c arries a. depending` 'yoke 38 to which is fastened a valve 39 that opens and closes a port 41 through wall 42 to control lcommunication between said chamber 37 j and the auxiliary chamber 5. From the upper side of said yoke extends a stem 43, the

, upper end of which may play in a guiding extension 44, formed in the cap 45. Said 'stem 43 is threaded above abutment 35, the follower 46 and nut 47 being provided to securethe yoke to the abutment.

-Into` the emergency brake cylinder cham-v ber 37, extends a hollow arm 4 8, which is 'connected with a passage 49, thatleads to the equalizing chamber 22. rIhe passage in said hollow arml 48 opens downwardly into the chamber 37 through a port 51. The

valve 39, already referred to, carried by yoke 38, is provided with an upper face 52, which closes aidv port 51 when the yoke ascends while he lower face of said valve opens port 41.

' Referring more particularly to Fig. 1, the main casing 3 is provided with a flanged extension 53 to which is bolted a supplemental emergency chamber 54, 'a valve, block 55 being interposed between the Hanged extension 53 and said supplemental emergency chamber, said parts being clamped together by suitable bolts 56. 'A supplemental emergency abutment, preferably a diaphragm .57

within block 55. passage is to prevent moderate reduction of outer end a cross piece furnished with a valve 66 which opens and closes a port 67 at the mouth of t-he passage 68. Said passage leads from block 55 around through the main casing 3 (see Fig. 3) to passage 49 which leads from the equalizing chamber to the emergency brake cylinder chamber. A leakage passage 77 connects the supplemental emergency chamber 54 with thevchamber 58 The object ofthis small train pipe pressurefrom operating the supplemental emergency diaphragm 57, said passage 77 allowing an .approximate equali-k Zation on each `side of diaphragm 57 except when a sudden reduction is made -in the train pipe pressure. Constant communica# tion is maintained bet-Ween the main train pipe chamber 2 andpthe emergency train pipe chamber' 36 by means of va passage 71 (see Fig. 1). .Constant communication is maintained between the bra-ke cylinder passage 72 and the emergency brake cylinderv chamber 37 by means of passage 73lettered at its ends in Fig. 2.

In order to provide for charging the-auxiliary reservoir, from the main inlet 11 leads a charging passage 74 to the auxiliary chamber 5, said passage being controlled by a check valve 75 which prevents air returning from the auxiliary chamber to the train pipe.

When the train pipe is char ed, pressure in 'train pipe chamber.2 will e increased more rapidly than the pressure in the auxiliary chamber 5, therefore the greatest pressure will at such time be on the lower side of main diaphragm 4 and will put the parts in the position shown in Fig. 2. As soon as the increase of train pipe pressure stops, the pressure in chamber 5 will equalize with the train pipe pressure by way of charging passage 74, but the valve operating parts connected with the main diaphragm 4 will remain in the uppermost position'shown in 2 until the train pipe pressure in chamber 2- is reduced slightly below the pressure above main diaphragm.

The weight of check valve 75 is suflicient tocause said valve to come to itsseat slightly before equalization between train line pressure and auxiliary'reservoir pressure, this difference being sufficient to offset the difference in area between the top and bottom of -main diaphragm 4, due to the displacement of rod 8 where it passes through stuffing box 19.

In order to provide means for causingv the valve 66 to seat truly upon the mouth of the passage 68, said valve is mounted uponl a plate 78 which is fitted loosely upon. the

arms 64r of the yoke, therebeing a slightclearance between :said arms and plate to allow valve 66 readily to adjust itself to itsseat.

is@ l may. thus be admitted from the train pipe'` The cross piece 65. is clamped against shoulders 9' (see Fig.A 7) with which each yokearm .64 is provided, by means of nuts 80 which' screw onto a reduced threaded portion 81 with which the ends of the yokearms are provided. Said cross piece 65 is furnished with an internally projecting lug 82 which bears upon `the center portion of the outer side ofthe plate 78, said lug being` located axially in line with the passage 68 so that the pressure thereof upon the'outer side ofthe plate 78 will always bring ,the valve 66 truly to it-s seat. .In order to provide for positively opening said valve 66,

auxiliary reservoir, v and various chambers .of :the triple valve, in order to cha-rge the Nauxiliary reservoirand put the parts ofthe triple valve in full release position, the train pipe pressure is increased thus forcing air through the restricted charging passage k74- past the check valve 75 and into the auxiliary chamber -and thence through the auxiliary passage 6 to the auxiliary reservoir (not shown).l While vthis operation is taking place -the valve` operating 'means' 7 will be raised by the rapidly in- "creasing, vair pressure under diaphragm 4 until the parts assume the position shown in Fig. 2, 4in which position the valve 28 is closed shutting off communication between chambers 2 and 22 and opening vent y33, at the lower end of. chamber 22. Air

to auxiliary chamber 5, auxiliary reservoir (not shown),.main train pipe chamber 2, train'pipe chamber 56 (by way of leakage passage 71) and through-leakage passage 7 7 to supplemental reservoir 54 until the air pressure in all these places, reaches say eighty pounds per square inch. To make a service application of the brakes under these conditions, a reduction may be made in train pipe pressure asin present braking systems of, for example, ten pounds f per square inch, with the result that the pressure in the auxiliary chamber ,5 -(re tained by check valve -7 5) upon the upperl side of diaphragm 4 will overcome t-he pressure of seventy pounds remaining. below -said diaphragm in main train pipe chamber 2. Consequently the'hollow rod 8 and parts connected therewith will descend until-"*the valve 32 cl'oses and the valve- 2,8 opens. vA/ir will now be fed from the train pipe cha'i'nber-v` 2 through port. 27 and hollow rod 8 'past' valve 28 out -ports 34into equalizing chamber 22, and thence through' passage Fig. l), arm 48 and port 51 Ainto an emergency -brake cylinder chamber 37. Air thus admitted to chamber. 37 will escape therefrom through passage 73 (see Fig. 2) to the passage 72 which leads to the brake cylinder (not shown). The-'feeding of air from1 the train pipe-to the-brake cylinder in the manner just Vdescribed will Continue until sufficient pressure is built up beneath the equalizing abutment 21 to aid the train pipe Vwill cause twenty vpounds pressure to be built up in the brake cylinder and in the equalizing chamber22 before there will be enough pressure beneath said eqiializingA abutment 21 to lift the rod 8 and close the valve 28. The reason/for thus proportioning the diaphragms 4 and 21 is to adapt the appliance for use on a train some of the cars of which are equipped with automatic brakes such as are at present in general use, wherein the auxiliary reservoir contains from twov to two and a half timesv the vol-` ume that is contained by the portionof the brake cylinder into. which airis admitted during the ordinary service 'application of the brakes,-such a construction causing the reduction of` train pipe pressure to buildup a, brake cylinder pressure of from two to two and a half times the amount of the train.

pipe' reduction at each service application of `the brakes.4 -D

Continuing again with the operation of my ytriple valve, itwill be seen that after the 4train pipe pressure has been 'reduced made until the brake cylinder pressure is. lbuilt upto an `equality with the reduced ytrain pipe-pressure. n

- If, at any time before the brake cylinder pressure has been built up toa full equality with the train pipe pressure, it is desired to partially release the brakes, the train pipe pressure will be raised in trainV pip'e chamber 2 to causel thecombined pressures under- -neathfthe main diaphragm 4 and ,21. to overc'oi'ne the .pressure 'abovesaid main diabrake' cylinder. pressure,

. phragm 4 and raise the release valve 32 thereby exhausting the a-irf from the equal- -izing chamber 22 and hence from the brake cylinder which is at this time in communi cation with said equalizing chamber. The escape of air from the brake cylinder thus permitted Will continue only until the pressure beneath equalizing diaphragml 21 is -suticiently reduced4 tocause the valve operating means to descend thus closing the exhaust valve v32. The operation just described Will be the reverse of the operation before described for service application of the brakes and therefore a graduated re` pressure above said 'diaphragm t'hus lifting yoke 38 andv opening port 41 to admit auxiliary reservoir pressure to the emergency brake cylinder chamber 37 and thence to the brake cylinder through passages 73 and 72',l thus making a service emergency (not the quick emergency, hereinafter described) application of the brakes.` The yoke 38, immediately after opening the port 4l lifts the valve face 52 and cuts 0H escape of air from the emergency brake cylinder chamber 37 back' to the equalizing chamber 22, thus guarding against the lower port being `opened by reason of excessive brake cylinder' pressure below diaphragm 2l, and consequent premature escape of,V brake cylinder air to the out'er atmosphere. From what has just been said it will be seen that When. the brake cylinders are filled with air from this service emergency application, the valve operating means 7 will have descended and theflower port 33 Will be closed.v Now, 'to release thebrakes the train pipe pressure will be raised until the" same in the upper chamber 36 exceeds the depresses diaphragm 35, and opens port 51 and immedi- The eifect cylinder air to escape through thel brake cylinder passage 72, passage 73, chamber 37 and. thence by Way o f passage 49 to the lotver chamber 22 and outer atmosphere through the open* port 33, said port- 33 being opened' as soon as the released brake cylinder pressure y under` diaphragm 21 raises the valve operating means. At the Sametime With the escape of the air from the brake cylinder as justdescribed, the

aora-,ees l parts are brought to the position shown in full lines in Fig. 2 (full release position) and the charging operation may again be performed as has already been described.

Reference Will now be made to the opera-r tion of the supplemental emergency attach-y ment (best shown at the right'sid'e of Fig. l): During'all service/application of the brakes, the moderate reductions made in the train pipe pressure do not operate supplemental emergency diaphragm 57, becausethe leakage passage 77 maintains approximate' equalization of pressure on each side offsaid diaphragm. But when a very sudden reductionis made in train pipe pressure, the pressure on the inner side of diaphragm 57 becomes so much less than that inthe supplemental emergency chamber on the other side of said diaphragm, that said diaphragm operates and moves the rod inwardly,` thus opening valve 66 against the train line pressure and allowing train lineair to enter passage 6'8 and thus be led (see Fig. 3) around to channel 49, (see Fig. l) to the emergency brake cylinder chamber 37, thence to be conducted by passages 7 3 and 72 (see Fig. 2) to the brake cylinder (not shown). The effect of this 'additional volume of train pipe air being conducted to the brake cyl-l inder is to suddenly bring the brake cylinloe on the other side to a' chamber containingl brake cylinder pressure, there being an inlet to admit .auxiliary reservoir pressure to said chamber containing-brake cylinder pressure, means operated by said abutment to open and close said inlet, a supplemental emergency lluassage to supply additional train line air for the brake cylinder, a valve to control the flow' of air through said passage, a supplemental emergency abutment and means operatively connecting said valve and abutment, said abutment remaining inoperative during reductions -of train pipe lpressure for serviceV applications of the brakes and operatingsaid valve during more sudden reductions of the train pipe chamber containing brake cylinder pressure,

pressure,-

means operated by said abutment to open land close said inlet, a supplemental emergency passage to supply additional train lineair for the brake cylinder, a valve to control the flow of air through said passage, a supplemental emergency abutment, means operatively, connecting said valve and abutment, one side of said abutment being exposed to train pipe pressure, and a closed chamber on the-other side of said abutment, there i being a leakage passage affording communication between air under train pipe pressure land the air in said closed chamber. 3. In braking apparatus, anl abutment moved in one direction by train pipe pressure .to close communication -between the auxiliary reservoir and brake "cylinder, and moved in the other direction by brake cylinder pressure to open communication between the auxiliary reservoir and brake cylinder upon either a moderate or rapidreduction of train pipe pressure below brake cylinder and supplemental emergency means to supply additional Volume of train pipe air to the 'brake cylinder upon the more rapid reduction of train pipe pressure.

4:. In braking apparatus, means actuated by train pipe and brake cylinder pressure to open communication between the auxiliary reservoir and brake cylinder, upon either a moderate or rapid reduction of train pipe pressure below brake cylinder pressure, and

Vsupplemental emergency means to supply additional volume of train pipe air to the brake cylinder upon the more rapid-reduction of train pipe pressure.

open communication between the train pipe and brake cylinder while the pressure in the train pipe exceeds .that in the brake cylinder, said means automatically placing the auxiliary reservoir in communication with the brake cylinder when the pressure in the trai-n pipe -falls below that in the brake cylinder at a moderately rapid rate, and supplemental emergency means to supply additional Volume. of train pipe air to the brake cylinder upon the more rapid reduction of train pipe pressure. l p

6. In braking apparatus, a valve to control communication between the train pipe and brake cylinder, an abutment operatively connected with said Valve, said abutment being ,exposed to auxiliary reservoir pressure which opens said valve, an abutmentl exposed to brake cylinder pressure to close said Valve in opposition to the auxiliary reservoir pressure, means t-o open communication between the auxiliary reservoir and brake cylinder upon either a moderate or rapid reduction of train pipe pressure below ,brake cylinder pressure, andsupplement-al emergency means to supply an additional volume of train pipe air'to thebrake cylinder upon the more rapid reduction. of

` train pipe pressure.

I Witnesses i L. D. LooMIs, ALBERT H. MERRILL. 

